Brake assist exit method and system for vehicles

TECHNICAL FIELD

The present invention generally relates to the field of braking systems for vehicles and, more specifically, to a method and system for providing an exit from a brake assist algorithm.

BACKGROUND OF THE INVENTION

To enhance a driver's driving experience and a vehicle's performance and safety, various types of electronic enhancements and systems assist or replicate automotive systems that were previously mechanical in nature. One such automotive system is the brake-by-wire system. In a brake-by-wire system, a driver's activation of the brake pedal is determined by one or more sensors. Data from the sensors is then used by a computer or processor to determine an appropriate braking force to apply to the brakes based on the driver's intent as measured by the sensors.

Several different types of brake-by-wire systems exist. For example, in an electro-hydraulic braking system, the computer commands an electro-hydraulic actuator to apply hydraulic pressure to the brake calipers to stop the vehicle. In contrast, in an electro-mechanical braking system, the braking force is applied instead by an electronic caliper which utilizes a small motor to push the brake pads against the rotor to stop the vehicle. Additionally, vehicles can incorporate combined systems such as electro-mechanical and electro-hydraulic systems. Also, hybrid cars can utilize a combination of friction braking, which can be electro-mechanical or electro-hydraulic, and regenerative braking, which is also a type of electronic braking in which speed is reduced by converting kinetic energy into electrical energy.

Regardless of the particular type of braking system, an important feature of many braking systems is the ability to provide appropriate braking assistance during a panic braking situation. In a panic braking situation, the vehicle driver typically applies force to the brake pedal at a very rapid rate, but not necessarily with a large enough force to decelerate the vehicle fast enough, based on the force alone. The braking system provides appropriate braking levels, for example, through a panic braking assist algorithm.

It is desirable for a panic braking command algorithm and system to provide a smooth exit from a panic braking assist algorithm. It is also desirable for a panic braking command algorithm and system to provide the driver of the vehicle with a level of control while exiting the panic braking assist algorithm, and/or to allow the driver to quickly and easily cause re-entry into the panic braking assist algorithm if needed.

Accordingly, it is desired to provide an improved method and system for providing a smooth exit from a panic braking assist algorithm. It is also desirable to provide a method and system for providing a smooth exit from a panic braking assist algorithm that provides the driver of the vehicle with greater control while exiting from the panic braking assist algorithm. In addition, it is desirable to provide a method and system for providing a smooth exit from a panic braking assist algorithm that allows the driver to quickly and easily cause re-entry into the panic braking assist algorithm. Furthermore, the desirable features and characteristics of the present invention will be apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.

SUMMARY OF THE INVENTION

In accordance with an exemplary embodiment of the present invention, a method is provided for providing a smooth exit from a panic braking assist algorithm in a vehicle having a braking system with a brake pedal. The method comprises the steps of measuring a force applied to the brake pedal, measuring a movement of the brake pedal, applying a first level of braking when the force applied to the brake pedal is equal to a predetermined force calibration value, applying a second level of braking when the movement of the brake pedal is equal to a predetermined travel calibration value, and applying a variable level of braking when the force applied to the brake pedal is less than the predetermined force calibration value and the movement of the brake pedal is greater than the predetermined travel calibration value. The variable level of braking is a function of the movement of the brake pedal.

In accordance with another exemplary embodiment of the present invention, a control system for providing a smooth exit from a panic braking assist algorithm in a vehicle having a braking system with a brake pedal is provided. The control system comprises a first sensor, a second sensor, and a processor. The first sensor is configured to measure a force applied to the brake pedal. The second sensor is configured to measure a movement of the brake pedal. The processor is configured to at least facilitate application of a first level of braking when the force applied to the brake pedal is equal to a predetermined force calibration value, application of a second level of braking when the movement of the brake pedal is equal to a predetermined travel calibration value, and application of a variable level of braking when the force applied to the brake pedal is less than the predetermined force calibration value and the movement of the brake pedal is greater than the predetermined travel calibration value. The variable level of braking is a function of the movement of the brake pedal.

In accordance with a further exemplary embodiment of the present invention, a braking system for a vehicle is provided. The braking system comprises a brake pedal, a brake pedal force sensor, a brake pedal travel sensor, a plurality of brake units, and a brake controller. The brake pedal force sensor is configured to measure a force applied to the brake pedal. The brake pedal travel sensor is configured to measure a movement of the brake pedal. The plurality of brake units are configured to slow or stop the vehicle. The brake controller is configured to at least facilitate application of the plurality of brake units with a first level of braking when the force applied to the brake pedal is equal to a predetermined force calibration value, application of the plurality of brake units with a second level of braking when the movement of the brake pedal is equal to a predetermined travel calibration value, and application of the plurality of brake units with a variable level of braking when the force applied to the brake pedal is less than the predetermined force calibration value and the movement of the brake pedal is greater than the predetermined travel calibration value. The variable level of braking is a function of the movement of the brake pedal.

DESCRIPTION OF THE DRAWINGS

The present invention will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein:

<figref idrefs="DRAWINGS">FIG. 1</figref> is a block diagram of a vehicle braking system that can be used in exiting from a panic braking assist algorithm in accordance with an exemplary embodiment of the present invention;

<figref idrefs="DRAWINGS">FIG. 2</figref> is a flowchart illustrating a process for exiting from a panic braking assist algorithm in accordance with an exemplary embodiment of the present invention; and

<figref idrefs="DRAWINGS">FIG. 3</figref> is a graphical representation of an exemplary episode in which a driver of a vehicle has applied force to a brake pedal of the vehicle braking system of <figref idrefs="DRAWINGS">FIG. 1</figref> and in which the process of <figref idrefs="DRAWINGS">FIG. 2</figref> has been applied.

DESCRIPTION OF AN EXEMPLARY EMBODIMENT

The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description.

<figref idrefs="DRAWINGS">FIG. 1</figref> is a block diagram of an exemplary braking system <b>100</b> for use in a brake-by-wire system. The braking system <b>100</b> includes a brake pedal <b>102</b>, a brake pedal travel sensor <b>104</b>, a brake pedal force sensor <b>106</b>, a brake controller <b>110</b>, and a plurality of brake units <b>112</b>. The brake pedal <b>102</b> provides an interface between a driver of a vehicle and a brake system or a portion thereof, such as the braking system <b>100</b>, which is used to slow or stop the vehicle. To initiate the braking system <b>100</b>, a driver would typically use his or her foot to apply a force to the brake pedal <b>102</b> to move the brake pedal <b>102</b> in a generally downward direction. In one preferred embodiment the braking system <b>100</b> is an electro-hydraulic system.

The brake pedal travel sensor <b>104</b> and the brake pedal force sensor <b>106</b> are coupled to the brake pedal <b>102</b>. The brake pedal travel sensor <b>104</b> provides an indication of how far the brake pedal <b>102</b> has traveled, which is also known as brake pedal travel, when the driver applies force to the brake pedal <b>102</b>. In one exemplary embodiment, brake pedal travel can be determined by how far an input rod in a brake master cylinder has moved. Other methods of measuring brake travel can also be utilized. Regardless of the particular method utilized, the brake pedal travel sensor <b>104</b> collects brake pedal travel data for ultimate use by the brake controller <b>110</b>.

The brake pedal force sensor <b>106</b> determines how much force the driver of braking system <b>100</b> is applying to the brake pedal <b>102</b>. This is also known as the brake force applied by the driver. In one exemplary embodiment, the brake pedal force sensor <b>106</b> may include a hydraulic pressure emulator and/or a pressure transducer, and the brake force can be determined by measuring hydraulic pressure in a master cylinder of the braking system <b>100</b>. Other methods of determining the amount of brake force can also be used. Regardless of the particular method utilized, the brake pedal force sensor <b>106</b> collects brake pedal force data for ultimate use by the brake controller <b>110</b> in implementing an exit strategy from panic assist braking.

The brake controller <b>110</b> is coupled to the brake pedal travel sensor <b>104</b> and the brake pedal force sensor <b>106</b>, as well as to the brake units <b>112</b>. The brake controller <b>110</b> receives a first input <b>114</b> from the brake pedal travel sensor <b>104</b>, namely brake pedal travel data, and a second input <b>116</b> from the brake pedal force sensor <b>106</b>, namely brake pedal force data. As described in more detail below, the brake controller <b>110</b> uses values from the first and second inputs <b>114</b>, <b>116</b>, to perform various calculations, comparisons, and determinations, such as those discussed further below in connection with <figref idrefs="DRAWINGS">FIG. 2</figref>. The brake controller <b>110</b> uses such calculations, comparisons, and determinations in determining when, and how, to exit from a panic braking assist algorithm during a panic braking event, by controlling the brake units <b>112</b> accordingly with appropriate brake commands based on the determinations.

In the depicted embodiment, the brake controller <b>110</b> includes a computer system <b>119</b> that includes a processor <b>120</b>, a memory <b>122</b>, and a bus <b>126</b>. The processor <b>120</b> performs the computation and control functions of the brake controller <b>110</b>, and may comprise any type of processor or multiple processors, single integrated circuits such as a microprocessor, or any suitable number of integrated circuit devices and/or circuit boards working in cooperation to accomplish the functions of a processing unit. During operation, the processor <b>120</b> executes one or more programs <b>124</b> contained within the memory <b>122</b> and, as such, controls the general operation of the computer system <b>119</b>. The memory <b>122</b> can be any type of suitable memory. This would include the various types of dynamic random access memory (DRAM) such as SDRAM, the various types of static RAM (SRAM), and the various types of non-volatile memory (PROM, EPROM, and flash). The bus <b>126</b> serves to transmit programs, data, status and other information or signals between the various components of the computer system <b>119</b>. The bus <b>126</b> can be any suitable physical or logical means of connecting computer systems and components. This includes, but is not limited to, direct hard-wired connections, fiber optics, infrared and wireless bus technologies. During operation, the program <b>124</b> is stored in the memory <b>122</b> and executed by the processor <b>120</b>. It will be appreciated that the brake controller <b>110</b> may differ from the embodiment depicted in <figref idrefs="DRAWINGS">FIG. 1</figref>, for example in that the brake controller <b>110</b> may be coupled to or may otherwise utilize one or more remote computer systems and/or other control systems.

The brake units <b>112</b> receive the brake commands from the brake controller <b>110</b>, and are controlled thereby accordingly. The brake units <b>112</b> can include any number of different types of devices that, upon receipt of brake commands, can apply the proper braking torque as received from the brake controller <b>110</b>. For example, in an electro-hydraulic system, the brake units <b>112</b> can comprise an actuator that can generate hydraulic pressure that can cause brake calipers to be applied to a brake disk to induce friction to stop a vehicle. Alternatively, in an electro-mechanical brake-by-wire system, the brake units <b>112</b> can comprise a wheel torque-generating device that operates as a vehicle brake. The brake units <b>112</b> can also be regenerative braking devices, in which case the brake units <b>112</b>, when applied, at least facilitate conversion of kinetic energy into electrical energy.

The brake units <b>112</b> receive the brake commands from the brake controller <b>110</b>, and are controlled thereby accordingly. The brake units <b>112</b> can include any number of different types of devices that, upon receipt of brake commands, can apply the proper braking torque as received from the brake controller <b>110</b>. For example, in an electro-hydraulic system, the brake units <b>112</b> can comprise an actuator that can generate hydraulic pressure that can cause brake calipers to be applied to a brake disk to induce friction to stop a vehicle. Alternatively, in an electro-mechanical brake-by-wire system, the brake units <b>112</b> can comprise a wheel torque-generating device that operates as a vehicle brake. The brake units <b>112</b> can also be regenerative braking devices.

<figref idrefs="DRAWINGS">FIG. 2</figref> is a flowchart illustrating an exemplary embodiment of a process <b>200</b> for providing a smooth exit from a panic braking assist algorithm. The process <b>200</b> commences when a vehicle is already experiencing a panic braking event and an appropriate level of braking is already being implemented by the panic braking assist algorithm, denoted as step <b>202</b> in <figref idrefs="DRAWINGS">FIG. 2</figref>. For example, in step <b>202</b>, an increased level of braking may be applied, in accordance with a non-depicted panic braking control algorithm.

In step <b>204</b>, an amount of brake pedal force is measured, based on brake pedal force data. In one embodiment, the brake pedal force data is obtained via the second input <b>116</b> from the brake pedal force sensor <b>106</b> of <figref idrefs="DRAWINGS">FIG. 1</figref>, and represents a measured amount of force applied by the driver against the brake pedal <b>102</b> of <figref idrefs="DRAWINGS">FIG. 1</figref>. This measurement, as well as the various other measurements, calculations, comparisons, and determinations referenced herein, are preferably conducted by the brake controller <b>110</b>, and most preferably by a processor <b>120</b> therein or used in connection therewith, such as that described above in connection with <figref idrefs="DRAWINGS">FIG. 1</figref>.

Next, in step <b>206</b>, a determination is made as to whether the amount of brake pedal force is less than or equal to a predetermined force calibration value. In a preferred embodiment, the predetermined force calibration value represents a known amount of brake pedal force that typically signals an end, or a near end, of a panic braking event. The predetermined force calibration value can be ascertained via historical data, prior experiments, literature in the field, vehicle manuals, and/or various other sources. The predetermined force calibration value will vary based on different factors, such as the type of vehicle, the type of braking system, and performance requirements pertaining thereto. Step <b>206</b> is preferably repeated throughout the process <b>200</b> until the exit from the panic braking assist algorithm is complete, as described further below.

If it is determined in step <b>206</b> that the amount of brake pedal force is less than or equal to the predetermined force calibration value, then the process proceeds to step <b>208</b>, and the exit from the panic braking assist algorithm begins. Conversely, if it is determined in step <b>206</b> that the amount of brake pedal force is greater than the predetermined force calibration value, then the process instead returns to step <b>204</b>, and the amount of brake pedal force is re-calculated using updated brake pedal force data. Step <b>204</b> repeats in this manner, preferably continuously, until a determination is made in step <b>206</b> that the amount of brake pedal force is less than or equal to the predetermined force calibration value, at which point the process proceeds to step <b>208</b>. However, as step <b>206</b> is continuously repeated throughout the process <b>200</b>, if the brake pedal force is subsequently determined at any point to be greater than the predetermined force calibration value (e.g. if the driver re-applies a sufficient amount of force to the brake pedal to re-start a panic braking event after step <b>208</b> has begun), then the process <b>200</b> returns again to step <b>204</b>, and the panic braking assist algorithm is re-implemented until a further determination is made in a subsequent iteration of step <b>206</b> that the brake pedal force is less than or equal to the predetermined force calibration value. During step <b>204</b>, the braking for the vehicle continues to be applied at a level determined by the panic braking assist algorithm.

In step <b>208</b>, the exit from the panic braking assist algorithm begins, and a first measure of driver-requested braking torque and a pedal travel starting point value are determined. The driver-requested braking torque represents an estimate of an amount of braking torque desired by the driver at a particular point in time based on the driver's application of the brake pedal. During step <b>208</b>, the first measure of driver-requested braking torque is preferably set equal to an amount of braking torque corresponding with the above-described predetermined force calibration value, for example as determined via a braking torque-to-brake pedal force look-up table using the predetermined force calibration value as an input. The pedal travel starting point value is determined at a point in time when the brake pedal force is equal to the predetermined force calibration value. The pedal travel starting point is preferably based on brake pedal travel data, such as the first input <b>114</b> from the brake pedal travel sensor <b>104</b> of <figref idrefs="DRAWINGS">FIG. 1</figref>, representing a measured travel distance, or how far the brake pedal <b>102</b> of <figref idrefs="DRAWINGS">FIG. 1</figref> has traveled as a result of the force applied to the brake pedal <b>102</b> by the driver of the vehicle. Braking is applied in accordance with the first measure of driver-requested braking torque during step <b>208</b>.

The first measure of driver-requested braking torque and the pedal travel starting point value are then stored in step <b>210</b> for future reference. In one embodiment, these values are stored in the brake controller <b>110</b>, preferably in memory <b>122</b> in the computer system <b>119</b> therein as shown in <figref idrefs="DRAWINGS">FIG. 1</figref>. Braking continues to be applied in accordance with the first measure of driver-requested braking torque, or as otherwise provided in the panic braking assist algorithm, during step <b>210</b>.

Next, in step <b>212</b>, a pedal travel end point value is determined. The pedal travel end point value reflects a pedal travel amount that corresponds with a predetermined torque calibration value. In a preferred embodiment, the predetermined torque calibration value represents a known amount of braking torque signaling a completed exit from a panic braking assist algorithm, and the pedal travel end point value is determined via a braking torque-to-brake pedal travel look-up table using the predetermined torque calibration value as an input. Similar to the predetermined force calibration value, the predetermined torque calibration value can be ascertained via historical data, prior experiments, literature in the field, vehicle manuals, and/or via various other sources, and may vary based on different factors, such as the type of vehicle, the type of braking system, and performance requirements pertaining thereto. In various embodiments the predetermined torque calibration value and the pedal travel end point value may be determined prior to, or at any time during, the commencement of the process <b>200</b>.

Meanwhile, in step <b>214</b>, an updated pedal travel measure is obtained from updated pedal travel data, such as from the first input <b>114</b> from the brake pedal travel sensor <b>104</b> of <figref idrefs="DRAWINGS">FIG. 1</figref>. Step <b>214</b> preferably is thereafter performed continuously at least throughout the remainder of the process, so that the updated pedal travel measure reflects current movement of the brake pedal at any particular point in time. Steps <b>212</b> and <b>214</b>, along with various other steps of the process <b>200</b>, may be conducted simultaneously or in either order.

Next, in step <b>216</b>, a current measure of driver-requested braking torque is determined, based on the most recent value of the updated pedal travel measure from step <b>214</b> and a linear interpolation between the pedal travel starting point value and the pedal travel end point value. For example, the current measure of driver-requested braking torque may be determined by first (i) determining the relative proximity of the updated pedal travel measure to the pedal travel starting point value versus the pedal travel end point value, and (ii) setting the current measure of driver-requested braking torque to be an amount between the first measure of driver-requested braking torque and the predetermined torque calibration value, based on the relative proximity. Accordingly, the relative proximity of the current measure of driver-requested braking torque to the first measure of driver-requested braking torque is directly related to the relative proximity of the updated pedal travel measure to the pedal travel starting point value, while the relative proximity of the current measure of driver-requested braking torque to the predetermined torque calibration value is directly related to the relative proximity of the updated pedal travel measure to the pedal travel end point value. Braking is applied with the current measure of driver-requested braking torque during step <b>216</b>.

Next, in step <b>218</b>, a determination is made as to whether the updated pedal travel measure is less than the pedal travel end point value. If it is determined in step <b>218</b> that the updated pedal travel measure is less than the pedal travel end point value, then the exit from the panic braking assist algorithm is complete, and the process proceeds accordingly to step <b>220</b>. In step <b>220</b>, a new current measure of driver-requested braking torque is determined via a braking torque-to-brake pedal travel look-up table, using the updated pedal travel measure as an input, and braking is applied at a level equal to the new current measure of driver-requested braking torque.

Conversely, if it is determined in step <b>218</b> that the updated pedal travel measure is greater than or equal to the pedal travel end point value, then the exit from the panic braking assist algorithm continues, and the process returns accordingly to step <b>214</b>, in which a new updated pedal travel measure is determined. Steps <b>214</b>-<b>218</b> repeat until the exit from the panic braking assist algorithm is complete, that is, until it is determined in step <b>218</b> that the updated pedal travel measure is less than the pedal travel end point value, at which point the process proceeds to step <b>220</b> as described above.

Thus, when the amount of brake pedal force is less than or equal to the predetermined force calibration value (step <b>206</b>), braking is applied at the first level of driver-requested braking torque, as can be determined for example via a braking torque-to-brake pedal force look-up table, using the predetermined force calibration value as an input (step <b>208</b>). Alternatively, the predetermined force calibration value can be determined via the braking torque-to-brake pedal force look-up table using the first level of driver-requested braking torque as an input. The exit from the panic braking assist algorithm begins at this point, and continues until it is determined that the updated pedal travel measure is less than the pedal travel end point value (step <b>218</b>). In between, during the exit from the panic braking assist algorithm, braking is applied at a level determined by linear interpolation between the pedal travel starting point value and the pedal travel end point value, and accordingly between corresponding braking torque values between the first measure of driver-requested braking torque and the predetermined torque calibration value (step <b>216</b>). After the exit from the panic braking assist algorithm is complete, braking is applied at a level determined via a braking torque-to-brake pedal travel look-up table, using the updated pedal travel measure as an input (step <b>220</b>). Additionally, if at any time the driver re-applies an amount of force to the brake pedal that is greater than or equal to the predetermined force calibration value (as determined by the continuous performance of step <b>206</b>), then the exit from the panic braking assist algorithm is suspended, and braking is once again determined by the panic braking assist algorithm.

<figref idrefs="DRAWINGS">FIG. 3</figref> is a graphical representation of an exemplary episode during a panic braking event in which a driver of a vehicle has applied force to the brake pedal <b>102</b> of the braking system <b>100</b> of <figref idrefs="DRAWINGS">FIG. 1</figref> and in which the process <b>200</b> of <figref idrefs="DRAWINGS">FIG. 2</figref> has been applied. Specifically, <figref idrefs="DRAWINGS">FIG. 3</figref> includes a travel-based driver request curve <b>302</b> (based on brake travel data obtained by the brake pedal travel sensor <b>104</b> of <figref idrefs="DRAWINGS">FIG. 1</figref>, in a preferred embodiment), a force-based driver request curve <b>304</b> (based on brake force data obtained by the brake pedal force sensor <b>106</b> of <figref idrefs="DRAWINGS">FIG. 1</figref>, in a preferred embodiment), and a driver-requested braking torque curve <b>306</b> (representing the level of application of the brake units <b>112</b> of <figref idrefs="DRAWINGS">FIG. 1</figref>, as determined in the process <b>200</b> of <figref idrefs="DRAWINGS">FIG. 2</figref>), each depicting respective values during the exemplary episode. The x-axis represents time (measured in msec), and the y-axis represents torque (measured in Newton-meters).

<figref idrefs="DRAWINGS">FIG. 3</figref> includes an initiation point <b>308</b> and an ending point <b>310</b> for the exit from the panic braking assist algorithm. The exit from the panic braking assist algorithm begins at the initiation point <b>308</b>, which corresponds to the brake pedal force being equal to the predetermined force calibration value of the process <b>200</b> (corresponding to step <b>206</b> of <figref idrefs="DRAWINGS">FIG. 2</figref>). At the initiation point <b>308</b>, a first measure of driver-requested braking torque <b>312</b> and a pedal travel starting point value (not depicted in <figref idrefs="DRAWINGS">FIG. 3</figref>) are determined, and the brake units <b>112</b> are applied with a level of braking corresponding to the first measure of driver-requested braking torque <b>312</b> (corresponding to step <b>208</b> of <figref idrefs="DRAWINGS">FIG. 2</figref>). A pedal travel end point value is also calculated (also not depicted in <figref idrefs="DRAWINGS">FIG. 3</figref>), reflecting a pedal travel amount that corresponds with the predetermined torque calibration value of <figref idrefs="DRAWINGS">FIG. 2</figref> (also corresponding to step <b>208</b> of <figref idrefs="DRAWINGS">FIG. 2</figref>).

The exit from the panic braking assist algorithm is complete at the ending point <b>310</b>, when pedal travel is equal to the pedal travel point end value. Between the initiation and ending points <b>308</b>, <b>310</b>, braking is applied at a variable level between the pedal travel starting point value and the pedal travel end point value, through linear interpolation using pedal travel data as an input (corresponding to step <b>220</b> of <figref idrefs="DRAWINGS">FIG. 2</figref>). Following the ending point <b>310</b>, braking is applied at a level equal to the travel-based request, reflected in <figref idrefs="DRAWINGS">FIG. 3</figref> by the travel-based driver request curve <b>302</b> being equal to the driver-requested braking torque curve <b>306</b> (corresponding to step <b>220</b> of <figref idrefs="DRAWINGS">FIG. 2</figref>).

The braking system <b>100</b> and the process <b>200</b> allow for a smooth exit from panic braking assist algorithms. The braking system <b>100</b> and the process <b>200</b> also provide the driver of the vehicle with greater control while exiting from a panic braking assist algorithm, for example because the level of braking applied is dependent upon the pedal travel of the brake pedal <b>102</b> at any particular point in time. Accordingly, the level of braking will increase or decrease as the driver causes the brake pedal <b>102</b> to move more quickly or slowly, respectively. In addition, the braking system <b>100</b> and the process <b>200</b> allow the driver to quickly and easily cause re-entry into the panic braking assist algorithm. Specifically, if the driver applies a sufficient force to the brake pedal <b>102</b>, the exit from the panic braking assist algorithm is suspended, and braking is once again determined by the panic braking assist algorithm.

While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the invention as set forth in the appended claims and the legal equivalents thereof.